Power-transmission mechanism.



PATENTED AUG. 27, 1907.

C. R. RADGLIPFE.

POWER TRANSMISSION MECHANISM.

APPLIGATIMK FILED was 24, 1905. RENEWED JULY 18,1807.

3 SHEETS-SHEET 1 \H HU P-ATENTED AUG. 27, 190?.

c, R. RADGLIFPB. POWER TRANSMISSION MECHANISM.

APPLICATION FILED JUNE 24, 1905. RENEWED JULY 18.1907.

3 SHEETS-SHEET 2 L man/05 E W. L .C D A R 8 N W R a 0 mm I, If

No. 864,258. PATENTED AUG. 27, 190?.

a. R. RADGLIPPB.

POWER TRANSMISSION MECHANISM. APPLIGATION rum) mun 24, 1905. RENEWED JULY 18.1907.

3 SEEETS-SHEET 34 Gem. rm f? Hggcurrz on i .45 nnistemaLgear 7. Bevoluhly mounted upon the other (JARUION it. IMUULUWE, NEW YORK, N Y.

COltl'OltA'ilUN OF SOUTH DAKUTA.

PATENT OFFICE.

, ASSlI'iNOlt, llY DIREUT AND MESNE A$SIGN- JERSEY CITY, NEW JERSEY, A

POWER-TRANSMISSION MECHANISM.

To all whom it may concern:

Be it known that I, CARLTON 1t. ltlxncmri u, a citizen of the United States, residing at city, county, and State of New York, have invented certain new and useful Improvements in Power-Transmission Mechanism, of which the following is a lull, clear, and exact descrip tion.

My invention relates to power transmission apparatus, of a form particularly useful for automobiles.

The object is to combine in one structure the most advantageous ieatures of the planetary gear and the socalled sliding gear.

The construction is such that, while in some respects it acts alter the manner of the planetary gear, it differs in that on a direct drive the gears are positively locked against rotation, whereas-in the usual planetary gear they are irictionally held. Furthermore, there is n neutral position where the driving member isout of engagement with the gears. The construction is also such that I do away with the clash of gears when the changes are being made from one speed to ahother in that part of the mechanism which suggests the sliding gear type. These and other benefits and advantages will be apparent to the mechanic skilled in this art from a study of the accompanying drawings and a reading ofthe following specification. I

In the drawings Figure l is alongitudinalsectional view oi the mdin parts of my transmission system, the

parts being shown in position to transmit power at the ao lowest speed which power may be transmitted either forwardly or revorsely, according towhich member-is being held in check: Fig. 2 'is a similar view, the parts being shown imposition in which they .appoarwhen power is being transmitted directly from the driving to the driven member. Figs. 3, 4, 5 and 6 are detail views oivarious gears.

1 is the driving member. This driving member is squared ondtakos into a oorrespondinglyshsped openin-an esttslision 2. i v

.Sisthe maiu driving. gear fixed on extension 2. 4 is wis'flflfllBII-flfifll' fixed on the member 2 at one end thereof. Thegearsdsnd 4 are preferably of the same diameter. .snwlublylmoume V on one end of the member 2 is a @leve 5. )Ihis sleeve 5 carries an external gearfinnd end otthermember2 is a. sleeve 8 having an external gear ilsndan internal gear 10.

11 is'the driven member keyed onsieeve 8. l2 isthsgear case revoluble on sleeves 5 and S. 13 is thoarborsupporting the planetary gears. v :The planetary gears are 14,15 and 16 those gears being of different diameters and dependently rotatable. Two setsoi planotarygears are shown in the drswings; The 7 gear 14 is almtys'in meahwith gear 6. The gear 16 is Specification of Letters Patent. Application filed Juno 24,1905,$urial N u. 266,767. Renewed JulylB, 19

Patented Aug. 27, 1907.

0'7. Seriaillo. 384.413.

always in mesh with gear 9. The gear 15 is at times inmesh with thegear 3, the latter being capable of be ing mo ed into and out of engagement with the same. The gear 3 is also arranged to engage at the proper time with the internal gear 7. The gear 4 is arranged to engags at such times as desired with the gear 10.

.17 is a bend-brake for case 12.

18 is a drum fixed upon sleeve 5.

19 is a band-brake for drum 18 which may be employed to arrest the rotation ofthe same. This bandbrake lilafiords one means for arresting the rotation of the sleeve 5 (through drum 18) but. other means may be employed equally well. The hub end of drum 18 may be tapered to face up with a corresponding taper upon the hub end of the case 12.

20 is a collar surrounding the member 2.

21 is a. pin carried by the collar 20, passing through a longitudinal slot 22 in the wail of member 2, and secured in the driving member 1. One end of the collar 20 is tapered and arranged to face up with a. corresponding taper upon the adjacent end of the sleeve 5, or the bushing 5 which is keyed thereto. It follows that while the collar: 20 must rotate with the member 2 and driving member 1, it may, however be moved longitudinally on the former by the latter, and the length of the slot 22 through which the pin 21 passes is such that the memher 2 may have a considerable independent sliding action.

23-23 are suitable external anti-friction supports for the case 12.

Ellis a clutch on the driving member 1, arranged to properly engage with the fly wheel 25 of the motor, not shown.

26 and 27 are grooved collars on the members 2 and 24 respectively, to receive operating levers, (not, shown.)

Operation Referring to Fig. I. The parts therein arein position so that the power of the driving part 1 will be transmitted to the'driv-sn member 11 man relatively reduced speed. If thecase 12 is held by band 1'? the power will take the following course: through gerir 3 to and through gear 15, thence through gears 16 and 9 to sleeve 8 and driven member 11. In this osition it will loo-observed that the gear 4 is out of mesh with the gear 10. So also internal gear 7 is free. The speed secured by this arrangemerit is what I term the first speed shesd. To reverse the rotationnof the driven memberll relatively to driving member 1, it is merely necessary to release case 12 and hold in check the drum'18, sleeve 5 and gear: fi whereupon a. (litterential action occurs, which will produce in the driven member 11 a reverse movement after the well-known manner. To securetho next-higher, or intermediate speed-ahead, the parts mshiftsd the position shown in Fig. l in soliddinea to that shown in dotted lines therein, in which the gear 3 is freed from gear 15, and its end is entered into the internal gear 7, which acts as a clutch. If the gear case i2 is now held against rotation, the power of the driving member 1 will be transmitted to tliedriven member 1] as follows: through gears 6, 14, iii and 9 to sleeve 8 and driven member 11. in making the shift, it will be observed that the gear 3 passes through a free space or neutral position (see the dotted position of gear 3 in Fig. 2) where it will rotate idly without engaging anything. This is of great importance, because, when it is desired to have the driven part 11 run freely, the gear 3 may be held in said neutral position and the whole transi'nission mechanism will be disengaged from the member 2 and the driven part 11 will turn with freedom.

In the present day use of planetary gears, for example, as used on automobiles, it is with great difficulty that such vehicles can be moved by external power because of the internal friction of the planetary system. By my improvement this is avoided. In the passing of the gear 3 from the position shown in Fig. 1 through the neutraL-position and into the position shown in dotted lines, Fig. 1, the teeth of the gears 3 and 7 are brought readily into mesh without clashing, by reason of the fact. that the planetary gears cease to revolve on the arbor 13, so that the casing will be caused to rotate at substantially the speed of the driven member 11, thus causing the internal gear ,7 to mdve at practically the same speed as the approaching gear 3. This is brought about by reason of the retarding action of the drum 18, on gear case 12 and collar 20, on sleeve 5. The result is, gear 3 ent'rs internal gear 7 readily and without clashing. I

In shifting gears the clutch pedal (not shown) operating on collar 27 is pressed. The band brake 17 being free, permits the gear case 12 to revolve about the axis of gear 9. After withdrawing clutch 24 from the fly-- wheel, the collar 20 comes into frictional contact with the sleeve 5 which acts as a check to the motion of clutch 24, which of itself tends to lock the member 2 to drum [8. Thecontinued movement of the collar 20 brings the hub of drum 18 into frictional engagement with the hub of gear case 12, thereby checkingrelative rotation of said parts and causing all gears to cease relative rotation, whereupon all parts will tendto assume the speed of a gear 9, which latter is being driven by the momentum When gear 3 isof the car, or other driven means. moved longitudinally, so as to be disengaged from gear 15, the only means'for causing'part 2 to continue its rotation (aside from its own momentum) would be frictional contact between collar 20 and the sleeve 5* fixed to drum 18. By slightly releasing the pressure onthe clutch pedal, the clutch 24 would be permitted to move forward toward the fly-wheel. At the same time, collar 20 (pinned to square shaft 1) will also move forward out of engagement with the sleeve 5, whereupon clutch 24 (being still free of the flywhecl 25) would then gradually cease to revolve, and the internal gear 7, then turning at the saine speed as gear 9, will gradually increase its speed relative to gear 3, thus allowing said gears to be gently engaged.

For direct drive or high speed, the band 17 is relcased, freeing gear case 12. The clutch 24 is freed from the fly wheel 25. This freeing of clutch 25 causes the collar 20 through pin 2 l to press against. the bushing 5" of sleeve 5, and move the latter slightly to the right, so to bring the tapered hub end 18 against the hub of the case 12, holding the latter irictionally against independent rotation, whereupon all the parts tend to assume the same speed of rotation. The member 2 is then shifted from the position shown in dotted lines Fig. 1, to the position shown in solid lines, Fig 2, whereupon the gear 4 will enter the gear clutch 10, locking all parts against independent rotation. The clutch 24 is then permitted to engage the fly wheel 25, whereupon the power thereof will he transmitted directly to the driven member 11 through the member 2, gear 4, internal gear 10 and sleeve 8.

I have referred to the parts 7 and 10 as internal gears. They are formed as such, but obviously their functions are merely those of positive clutches, with a multitude of holding points arranged to receive the teeth of the members 3 and 4.

Having thus described one preferred form of my invention, it will be seen that the gear 3 is the sun gear, while the gear 6 is in effect a secondary sun gear, operating as a drivinggearonly when the sun gear 3 is clutched therewith. The term sun gear as used in the claims, will therefore refer to gear 3 or its equivalent, while the term secondary sun gear will refer to the gear 6 or its equivalent. The tapered clutch members, to wit, in one instance the hub of the member 18, and in the other instance the tapered end of the collar 20, will be referred to in the claims as the synchronizing means, these means or equivalents being employed to synchronize the movement of the several gears while the gear 3 is traveling through the neutral space, so that it will enter either the clutch 7 or the gear 15 without undue clash or strain. So, also, this synchronizing means becomes useful in preventing clash between the gears 4 and 10. It will be understood, of course, that the presence of special synchronizing means is not essential to the broad idea of my invention, but its use is preferred.

What I claim is:

1. in n planetary gear system, a driving mcmbcr. n driven member, a sun gear. a secondary sun gear, pinncti'il'y gears arranged to mesh with both of said sun gears. and means of shifting one of said sun gears and bringing it into engagement with the other sun gear. and cooperating brake. mechanism.

g5. in'a planetary gear system. it driving member, a

, 'irivcn member. :1 sun gcnr, n secondary sun gear. pinn- "viary gears arranged to mesh wilii both of said sun gcnrs,

"ili'('liilllll\'nl cooperating therewith for cfl'cciing it drive through either of said sun g'cnrs at will.

i. in a planetary gear system. a drivin member. a drivcn member, n sun gear. n secondary sun gear. pinn ctn'ry gears arranged to mos-ii \viib both of snid sun goal-s, and menus for shifting om of said sun gears out of direct engagement with its planetary gear. and coiipcrnling brake mechanism.

4. in n planetary gear systcm, a driving member, n driven member, pinnctnry gears, :1 sun gear carried by the driving member, a 'sccondnry sun gear curried thereby,

means for disconnecting the sun gear from the plnncinry gears and clutching it. with the secondary sun goal. and roiipcrnting lli'ilkl mechanism.-

.i. plnnclnry gear system including, u driving inumbch,

a driven member, planet gears and brake mechanism therefor :i gcul' on said driven np-mbcr moshing with one of the plum-r gears. 1| sun grin on llll' drivin member. a secondary sun gear rcvoinbiy mounted on solid driving mcmin-nnnd meshing with another oi snid pinnci genres, means for disengaging the lirsl nn-ntiom-d sun gear from i piun i and clutching it: with the secondary sun gear 

